Knock-down boat carrier



April 11, 1967 HALL KNOCK-DOWN BOAT CARRIER 2 Sheets-Sheet 1 Filed Dec. 9, 1964 INVENTOR. figt rlh E E ATTORNEYS April 11, 1967 E. L. HALL 3,313,554

KNOCK-DOWN BOAT CARRIER Filed Dec. 9, 1964 2 Sheets-Sheet 2 TOR.

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m 4 1 ATTORNEYS United States Patent Ofiice 3,313,554 Patented Apr. 11, 1967 This invention relates to improvements in a knockdown boat carrier, and more particularly to a boat carrier which may be taken apart and assembled without the use of tools, carried in a boat, put together and used to portage the boat as well as luggage, the device being highly desirable for use in remote areas over rough cross-country trails, although the device may be used from garage to automobile, from automobile to lake, from one body of water to another, as well as on flat terrain and in open country, as will be apparent to one skilled in the art.

In the past, many and various types of so-called portable or take-down boat carriers, as distinguished from larger vehicle drawn carriers not designed for ready dismantling, have been developed and have proven unsuitable or unsatisfactory for portaging a boat in remote regions where obstructions may be encountered and over rough trails as one is frequently forced to do when on a hunting, fishing, canoeing trip or the like involving water travel for sev eral days or more. Many of these formerly known portable carriers were constructed to be utilized in the manner of a wheelbarrow or pushcart and consequently the weight of a boat and luggage was not carried on a structural foundation, but necessarily a goodly portion of the weight had to be supported by the user. This rendered repeated trips necessary to move a boat and luggage from one point to another. The weight of boats customarily used is about 125 pounds, a well built canoe weighing 70 pounds, and a satisfactory motor usually weighing approximately 50 pounds. 14 and 16 foot boats weigh 150 to 300 pounds and consequently present quite a problem to portage them. In addition to the weight of the boat and motor, luggage sometimes is considerably heavy. Also, these formerly known devices were clearly unsatisfactory where obstructions might be encountered on a trail, such for example as a fallen tree or log. Such an obstruction would necessitate unpacking on one side of the obstruction and reloading on the other side.

Some attempts have been made in the past to fasten a wheel, wheels, or other parts of a carrier directly to the skin or frame of a boat. This required a pre-supposition that the structure was capable of carrying the weight of the boat plus equipment and luggage, and ofttimes that proved not to be the case. Further, a number of these formerly known allegedly portable boat carriers required some form of tool in order to dismantle and assemble the same, and even one small essential tool can be misplaced or lost very easily when travelling in the open.

With the foregoing in mind, it is an important object of the instant invention to provide a knock-down boat carrier which may be assembled or dismantled without the use of any tools.

It is also an important object of this invention to provide a knock-down boat carrier so designed that all of the weight of the boat, equipment, and luggage is carried by the wheels of the carrier, and the operator does not support a portion of the load during travel.

A further feature of this invention resides in the provision of a knock-down boat carrier having wheels located fore and aft of the structure with a structural frame between the Wheel axles.

A further desideratum of the invention is the provision of a knock-down boat carrier capable of passing over reasonably sized obstructions such as logs, stones, and the like without the necessity of unloading and reloading.

Still another object of this invention resides in the provision of a knock-down boat carrier having wheels so located that they may function as fulcrums whereby force applied to the boat being carried will cause the entire carrier and its load to be successively raised at each end so that obstructions may readily be passed over.

It is also a feature of this invention to provide a knockdown boat carrier which utilizes simple connections and holding elements, whereby if minor parts are lost, commonly known hardware items may readily be substituted and the carrier remain in use.

The invention further contemplates the provision of a knock-down boat carrier which may easily be dismantled and carried within a boat along with equipment and luggage, carried in the trunk compartment of the average automobile, and which is light weight and easily handled.

A further feature and advantage of the instant invention resides in the provision of a knock-down boat carrier so constructed that if excessive loads are unexpectedly encountered, the carrier may be readily halved, and each half portion utilized in the manner of a wheelbarrow carrier.

While some of the more salient features, characteristics and advantages of the instant invention have been above pointed out, others will become apparent from the following disclosures, taken in conjunction with the accompanying drawings, in which:

FIGURE 1 is a top plan view of a boat carrier embodying principles of the instant invention showing the same assembled for operation;

FIGURE 2 is a side elevational view of the structure of FIGURE 1;

FIGURE 3 is a perspective view of a connecting adaptor for an end of a frame member;

FIGURE 4 is a perspective view of a complemental adaptor for the end of a confronting frame member hav- 1ng connecting means complemental to the means of FIG- URE 3 for engagement therewith;

FIGURE 5 is a fragmentary sectional view, enlarged, taken substantially as indicated by the line VV of FIGURE 2, looking in the direction of the arrows;

FIGURE 6 is an enlarged sectional view taken substantially as indicated by the line VIVI of FIGURE 2 showing one of the frame connections in elevation; and

FIGURE 7 is an enlarged fragmentary part sectional part elevational view taken substantially as indicated by the line VII-VII of FIGURE 2 illustrating a connection between the frame and wheel axle.

As shown on the drawings:

The illustrated embodiment of the instant invention comprises a portable knock-down boat carrier which, when assembled, comprises two intermediately separable sections, a front section generally indicated by numeral 1, and a rear section generally indicated by numeral 2. Each of these sections broadly comprise wheel means, to which frame means are connected, and the frame means of one section may easily and removably be connected to the frame means of the other section to complete the carrier. Both cradling means and frame rigidifying means are secured to the frame means by manually operable removable means.

The front section 1 includes an axle 3 upon which a pair of wheels 4-4 are rotatably mounted. These wheels 4 may satisfactorily be in the nature of the commonly known bicycle wheel. A pair of parallel frame members 5 and 6, preferably made of metallic tubing, are connected at their forward ends to opposite ends of the axle 3 by means of a connector generally indicated by numeral 7. The frame members 6 and 7 are bent so as to extend diagonally upwardly and rearwardly from the axle 3 and then extend horizontally toward the rear of the carrier, as clearly seen in FIGURE 2.

The rear section of the carrier includes an axle 8 carrying a wheel 9 of smaller diameter and greater width than the aforesaid wheels 4-4. All of the wheels preferably carry rubber tires, and the tire on the rear wheel will be of greater tbreadth than the tires on the front wheels, as is clearly evident from the showing in FIG- URE 1. Connected to the axle 3 by the same form of connectors 7 is a pair of parallel frame members 5a and 6a, also of metal tubing. These frame members extend obliquely upwardly and forwardly from the axle and terminate in horizontally extending portions for connection with the frame members 5 and 6 of the front section 1.

The connectors 7 which removably join the frame members to the shafts 3 and S as the case may be are best seen in FIGURE 7. In this figure it will be noted that at each end thereof each shaft has a reduced end portion 10 with an annular groove 11 therein. The connector 7 embodies a flat portion 12 apertured to receive the reduced shaft end, and provided with a transverse aperture leading halfway in to the shaft groove to accommodate pin 13 which holds the connection between the part 12 and the shaft. This pin may be any suitable form of pin and, should it become lost, a nail, a piece of baling wire, a cotter pin, or some similar available article may be used in its place as a temporary expedient. Integral with the part 12 but offset outwardly therefrom is a tubular extension 14 sized to telescopically receive the end of one of the frame tubes thereover. An annular shoulder 15 on the member 14 provides an abutment for the end of the frame tube. It is a simple expedient to place the connector on the end of an axle, insert the pin 13, and telescopically associate the connector with the end portion of a frame member, and it is just as simple an expedient to disconnect these parts, although it may be more convenient to leave the connectors 7 attached to the axles.

The frame members 5 and 5a and 6 and 6a are removably connected substantially at the center of the carrier by a simple form of slidably engaged adaptors seen in FIGURES 3 and 4. The male adaptor of FIGURE 3 comprises a tubular shank 16 sized to telescopically fit within the end of a frame member. On one end of this tubular shank is a trapezoidal plate 17 welded or equivalently secured to the shank 16. In FIGURE 4 a female adaptor is shown comprising a tubular shank 18 on the end of which is secured a trapezoidal socket member shaped to receive therein the trapezoidal plate 17. The socket member 19 has a flat rear face 20 for flush engagement with the flat face on the plate 17 so that these parts will stay together during use, and in order to disconnect them they must be drawn straight apart in a direction normal to the axes of the shanks.

It makes no difference which portion of the adaptor is inserted in the end of a frame member as long as the complemental portion is inserted in the end of the confronting frame member. For example, it is a simple expedient to insert the shank 16 in the frame member 5a and the shank 18 in the frame member 5, as illustrated in FIGURES 1 and 2, and then slide the plate 17 into the socket member 19 to join these frame members, preferably with the smaller of the parallel sides of the plate 17 downward. Before insertion, the adaptor shanks 16 and 18 are preferably coated with an anaerobic cement and once connected they remain connected to the frame members.

The entire carrier frame is rigidified and strengthened by the use of lock bar assemblies, generally indicated 'by numeral 21, wherever they may be deemed desirable or necessary. In the illustrated instance one such lock bar assembly is connected with the frame members just to the rear of the front wheels, and another is connected to the frame members just to the front of the rear wheel. The same type of lock bar assembly may be used anywhere else on the frame should occasion warrant.

With reference to FIGURE 6, it will be seen that each lock bar assembly includes a lower bar 22 having curvate notches 23 and 24 therein to receive the frame members 5 and 6, or 5a and 6:1, as the case may be. A bolt 25 is preferably fixed centrally in this bar 22 and extends thereabove to pass through a suitable aperture in an upper bar 26, notched complementally to the lower bar to engage over the upper surfaces of the frame members. The lock bars are then clamped to the frame members by means of a wing nut 27 engaged on the bolt 25, which wing nut is easily operated by hand. The lock bar assemblies 21 prevent the frame members from spreading and rigidify the frame so that it effectively will support the load thereon.

Front and rear boat cradles 28 and 29 respectively are secured to the frame to receive therein the hull of a boat 3% diagrammatically indicated in FIGURES 1 and 2. Each of these cradles may be a U-shaped length of metal tubing, the front cradle 28 being narrower than the rear cradle 29 in keeping with the varying width of a boat. The cradles 28 and 29 are provided with flexible boat securing means 31 and 32 respectively which are of a known character, such as chains, straps, or the like.

The cradles are attached to the frame members by means of like cradle holding assemblies, generally indicated by numeral 33. With reference to FIGURE 5 it will be seen that each cradle holding assembly comprises a pair of opposed closed chain links 34 and 35 bodily bent to define an interior angle of slightly less than The upper ends of these links are secured in eye bolts 36 and 37 respectively which may be drawn toward each other or spread apart by manual manipulation of a tumbuckle 38. In assembling the structure, the cradle holding unit 33 may be disposed over the frame members so thatthe frame members lodge inside the bend of the links 34 and 35, with the turnbuckle in loosened condition. Then, the cradle may be threaded through the lower portions of the bent links beneath the frame members as seen clearly in FIGURE 5, properly disposed in boat holding position, and the turnbuckle tightened. The fact that the interior angle of the bent links 34 and 35 is less than 90 insures an extremely tight engagement of these links with both the cradle and the frame members so that the boat supporting cradle is securely mounted against shifting when under load.

With reference now to FIGURES 1 and 2 it will be seen that the rear section of the carrier is provided with a U-shaped member 39 on the same order as the cradles 28 and'29 which is held to the frame members 5a and 6:: adjacent the rear wheel by means of a cradle holder unit 33. This member 39 is turned to inverted position to function as a stand for the carrier and stabilize it when the carrier is stationary for loading or unloading. When the carrier is to be moved, the stand member 39 is turned upwardly to the dotted line position of FIGURE 2 so that it will clear the ground in travel. The arms of the member 39 provide sufficient leverage so the turnbuckle need not be loosened.

It will be especially noted that the instant invention may be dismantled completely or completely assembled without the use of a single tool. The connectors 7 may easily be slipped on the wheel axles and the pins put in to lock them. It is a simple expedient to telescope the ends of the frame members into these connectors. The rigidifying of the frame members by the lock bar units 21 is also a simple hand operation, and the attachment of the cardles 28 and 29 as well as the stand 39 by means of cradle holding units 33 may also be accomplished solely by hand and quite rapidly. When dismantled, the structure may be easily stored in the bottom of a boat, in the trunk of an automobile, or in any other suitable location without occupying an objectionable amount of space. On the other hand, where portages may be frequent after relatively short water trips, tthe adaptors joining the frame sections may be loosened, and the front and rear sections carried as subassemblies to be again joined by the simple interlocking of the adaptors. The carrier gives the user an extreme choice as to just what degree of dismantling is desired on any occasion.

The instant carrier is capable of transporting any size boat up to the point where the distance between the front and rear wheels of the carrier fails to exceed one-third the boat length. It will be especially noted that when the carrier is loaded, all of the weight of the boat, luggage, gear, equipment and the like loaded into the boat is borne by the wheels of the carrier and none of this load is imposed upon the operator. An important feature to the functioning of the carrier is the use of large front wheels and a small rear wheel. This arrangement enables the loaded carrier to be pivoted first on the rear Wheel, and then on the front wheels to pass over obstructions such as fallen trees, logs, or medium size rocks blocking the trail, and there is no necessity to unload and reload the carrier in order to pass such trail obstruction. The carrier and its load will pass freely along any trail where the opening is as wide as the boat. The carrier is not only usable on smooth terrain in open country, but is highly satisfactory for use over rough trails in remote country regions seldom travelled, even such regions that could only be travelled with extreme difiiculty or were impossible to travel with knock-down carriers of the types heretofore known, and such travel over such rough trails may be accomplished without undue jars and strains to the operators since the full load is carried on the carrier itself. Further, the instant carrier is economical to construct, extremely simpleto rapidly dismantle or assemble, is highly durable, and is comparatively light in weight.

It will be understood that modifications and variations may be effected without departing from the scope of the novel concepts of the present invention.

I claim as my invention:

1. In a knock-down boat carrier,

front wheel means,

rear wheel means,

said wheel means being substantially in alignment along the axial vertical plane of the carrier,

2. pair of parallel frame members removably connected to said wheel means,

boat cradling means removably carried by said frame members, and

rigidifying members each comprising complemental half-part bars socketed to receive said frame members therebetween, and

manually operable clamping means disposed centrally of said bars to clamp said frame between said half parts.

2. In a knock-down boat carrier,

front wheel means,

rear wheel means,

a pair of spaced parallel frame members connected to said front and rear wheel means,

upstanding U-shaped boat cradles in the form of metallic tubes, and

a manually operable cradle holder removably connecting each said cradle to said frame members, and comprising a pair of closed chain links bent to define an interior angle of less than receiving a part of the cradle in the lower parts of the links with said frame members in the bends of the links above the received cradle part,

an eye-bolt connected to the upper end of each said link, and

turnbuckle means to move said eye-bolts toward and away from each other.

3. In a knock-down boat carrier,

front wheel means,

rear wheel means,

a pair of spaced parallel frame members connected to said front and rear wheel means,

upstanding U-shaped boat cradles in the form of metal lic tubes,

a manually operable cradle holding unit removably connecting each cradle to said frame members and comprising a pair of spaced confronting chain links bent inter mediately to receive said frame members in the bends thereof and a part of the cradle threaded through the links, and

turnbuckle means connected to the ends of said links to exert an inward pull on the links to clamp the frame members to the cradle part.

References Cited by the Examiner UNITED STATES PATENTS 942,047 12/1909 Atkinson 287 2,430,179 8/ 1945 Lanchester 28034 2,644,176 7/1953 Livermon 9-1 2,841,918 7/1958 Sylwan 287-49 2,938,735 5/1960 Bennett 280-34 3,046,034 11/1962 Herrick 28035 3,107,932 10/1963 Johnson et al 28749 X 3,201,144 8/1965 Smyser 280-414 MILTON BUCHLER, Primary Examiner.

BENJAMIN HERSH, Examiner.

M. S. SALES, L. D. MORRIS, JR., Assistant Examiners. 

1. IN A KNOCK-DOWN BOAT CARRIER, FRONT WHEEL MEANS, REAR WHEEL MEANS, SAID WHEEL MEANS BEING SUBSTANTIALLY IN ALIGNMENT ALONG THE AXIAL VERTICAL PLANE OF THE CARRIER, A PAIR OF PARALLEL FRAME MEMBERS REMOVABLY CONNECTED TO SAID WHEEL MEANS, BOAT CRADLING MEANS REMOVABLY CARRIED BY SAID FRAME MEMBERS, AND RIGIDIFYING MEMBERS EACH COMPRISING COMPLEMENTAL HALF-PART BARS SOCKETED TO RECEIVE SAID FRAME MEMBERS THEREBETWEEN, AND MANUALLY OPERABLE CLAMPING MEANS DISPOSED CENTRALLY OF SAID BARS TO CLAMP SAID FRAME BETWEEN SAID HALF PARTS. 